Railway-tie and rail-fastening.



W. P. DAY.

RAILWAY TIE AND RAIL PASTENING.

APPLICATION FILED 00T. 7, 1909.

Patented Sept. 6, 1910.

2 SHEETS-SHEET 1.

A l f me/Mofo W. P. DAY.

RAILWAY TIB AND RAIL FASTENING.

APPLICATION FILED 0013.7. 1909.

Patented Sept. 6, 1910.

2 SHEETS-SHEET 2.

NY x m,

ina@

orare WILLM E. DAY, OF ALTOONA, 13El'NSYLVANIA.v

RAILWAY-TIE AND RAIL-FASTENING.

Specification ci Letters Patent.

Patented sept. c, icio.

:ipplication tiled October 7, Vi909. Serial No. 521,489.

To all whom it may concern:

' Be it known that I, WILLIAM P. DAY, citizen of the United States, residing at Altoona, in the county of Blair and State of Pennsylvania, have invented certain new and -useful Improvements in Railway-Ties and Rail-Fastenings, of which the following isa specification.

This invention comprehends certain new and useful improvements in combined metal and concrete railway ties and rail fasteners therefor, and the invention has for its pri-y mary object a simple, durable and efficient construction of tie and rail clamp which will promote the easy and smooth runningbfthe cars or trains; which will do away to aconsiderable extent, with the necessity of adjustments, replacements and repairs; and which will possess' the characteristics of strength and lightness to a marked degree.

With this and other objects inl view as will more fully appear as the description proceeds, -the invention consists in certain` constructions and arrangements of the parts that I shall hereinafter fully describe and claim.

For a full understanding of the invention and the merits thereof and also to acquire av knowledge of the details of construction, reference is to be had to the following description and accompanying drawing, .in which:

Figure 1 is a perspective view" of a railway tie constructed in accordance with my invention; Fig. 2 is a sectional view through a portion `of the tie, showing one embodiment of rail fastenings with a rail in place; Fig. 3 is a perspective view', on an enlarged scale, of one of said rail fastenings; Fig. 4

. is a sectional view, the section being taken approximately on the line 4 4 of Fig. 2; Fig. 5 is a top plan view of a porton of a rail secured in place by my improvements, illustrating particularly the devices that are lpreferably employed on a curve; Fig. (3 is a transverse sectional View Vthrough a rail secured in place by fastenings such as are illust-rated in Fig. 5;,and, Fig. '7 is a detail perspective view oi one of the fastenings or clamps that are illustrated in Figs. 5 and (S.

My improved railway tie comprises a pair of steel I-beams 1 which may be of standard or special type, arranged in predetermined spaced relation to each other and supporting rail chairs that are in the form of metallic plates 2 extending lengthwise of the track,

' as indicated, and riveted or otherwise secured at their -ends to the upper flanges of the I-beams 1. In addition to these parts, each tie embodies concrete base blocks 3 that lill in the spaces between the beams l underneath and in'contact with the plates 2. Preferably, these concrete base blocks 3 have their side walls downwardly flared or sloping, as best illustrated in Fig. 2, and their lowermost faces are hollowed out or concave, as indicated at 4, principally for the purpose of accommodating a portion of the ballast, so as to insure a stable foundation forthe tie and prevent the same from .displacement or creeping in service. Preferably, although do not'regard this feature as essential, the base blocks 3 are reinforced in any desired way, as by brace strips 5 which extend along the lower corner edges of the blocks to and beyond the ends thereof, said strips being extended underneathv the bases of the beams and riveted or otherwise secured to either the inner orouter base flanges, as indicated at 6 in Fig. l.

-The railv chair plates 2 are formed with any desired number of openings 7 extending therethrough, said openings being rectangular in the present instance and being arranged in transversely disposed pairs, as

being somewhat longer than its comple# mental opening. The base blocks 3 are initially formed' with sockets S underneath of and registering with the slots or openings 7as best indicated in Fig. 2., such openings receiving soft concrete or-the like, as best indicated in this view, just preparatory to applying the rail cla-inps or fastenings, which latter are thereby embedded in the concrete which, after becoming set or hardened assist-s in holding the clamps .in place and in preventing any loosening andconsequent rattling thereof. The rails are set in between the corresponding openings of the respective pairs, as clearly illustrated in the drawing, the said openings being prefeiablyrelatively placed, so that. the base flanges of the railswill project beyond the adjacent walls vof the openings, as illustrated in Fig. Q, so i to allow for adjustment and gaging. On straight lines vof track, I propose to use`l on both sides of the rails, clamps or fastenings such as are illustrated in Figs. 2 and 3, the same being interchafngeable` n0 rights or lefts being required. 'Fiach of these clamps, designated shown, one slot or opening 7 of each pair 9, comprises a liead 10 formed at one end with an upperjaw 11 designed to take over the base flange of the rail. The clamp is further formed with a. neck or shank 12 which is adapted to extend down through one of the openings 7, said neck terminating in a lower jaw 13 which lies underneath and which is spaced from the upper jaw 11. The lower jaw 13 engages the lower face of the chair 2, the said jaws together clamping the base flange of the rail to the chair. It is to be particularly noted that the clampv at one side of the rail fits snugly in the opening 7 which is formed for it, while its conipanion clamp which is in the larger of the two openings is so related to such opening that a key 1 4 may be inserted back of such clamp down into the opening, the one key thereby serving to secure both of said clamps in place. This key 1a may be of any desired construction or design and is preferably roughened'or toothed on-opposing faces of its` shank. Another important feature to be noted is the fact that each of the clamps 9 is formed at the opposite sides of its head 10 with downwardly facing shoulders 15, the'same bearing firmly upon the upper face of the plate or rail chair 2 and insuring a firm connection of the parts.

At any desired point and preferably at or on curves, I employ in connection with one of the clamps 9, a brace clamp, such as that illustrated in Figs. 5, 6 and 7, designated 1G, such brace clamps bei'ngdisposed on the outer side of the outermost iail at the curve. Each of these clamps 16 embodies av vertically disposed fin or rib 17 which is designed to fit underneath the ballor head of the rail and bear against the saine and the web of the rail, cheek pieces 18 which are formed on opposite sides of the fin 17 and which terminate at their lower edges in downwardly facing shoulders 19 that are designed to bear upon the upper face of the plate or chair 2, and a tongue Z0 which is adapted to be slipped downwardly through one of the openings 7 and into cngagement with the lower face of the chair,

so as to co-act with the inclined lower edges Q1 of the cheek pieces 18 in clamping the base fiange of the rail to thechair. lt is to be particularly noted in this connection, that the fin 17 extends outwardly beyond the cheek pieces 18, as indicated at 22, this lower and outer extension bearing upon the upper Aface of the chair and materially increasing the bracing effect. Preferably the clamps 1G and their complemental clamps 9, are secured in place in the same manner hereinbefore described in connection with the straight lines of track, this being evident from an inspection of Fig. 6.

From the foregoing description in connection with the accompanying drawing, it is obvious that I have produced a very' strong and durable railway tie andrail fas tener, which may be easily manufactured and which'will be'efiicient in operation, the ties after being once laid requiring practically no attention, repair or replacement,

at least not until the la se of considerable time, and the clamps a 'ter being once applied also practically obviating the necessity for adjustment, repair or replacement and holding the rails securely in place without any tightening of bolts or the like.

It isof course to be understood that at the joints or any other places where angle bars or fish plates are employed, the same will be formed with notches to receive the clamps 9 and 16, so as to prevent creeping; but as these features form no part of my. invention by themselves, I have omitted to show orv specifically describe this arrangement.

Having thus described the invention, what is claimed as new is:

1. A railway tie, comprisijig beams spaced from each other, chair plates extendin from one beam to the'otherand connected thereto, concrete blocks fillihg the spaces between said beams underneath the said chair plates, the plates being formed with openings extending therethrough and the blocks beingi-nitially formed with sockets registering with said openings, rail clamps embodying upper and lower jaws, the upper "aws being designed to extend over and above the base flanges of a rail and the lower jaws extendin down through the openings in the chair pliites into the said sockets and engaging the lowerA faces of the chair plates, and concrete filling the ortions of the sockets thatare not occupier by the clamps.

2. A railway tie, comprising beams spaced from each other, chair plates extendino' from one beam to the othver and connected thereto, concrete blocks lling the spaces between said beams underneath said chair plates, the plates being formed with openings extending therethrough and the blocks being initially formed with sockets register# ing with said openings, one of said openings at one side of a rail being larger than the other, clamps embodying upper and lower jaws, the upper jaws being designed to extend over the base flanges of a rail, and

the lower jaws extending down through the Fanonmck S. S'ri'r'r. 

